LIBRARY OF THE
UNIVERSITY OF ILLINOIS
AT URBANA-CHAMPAIGN
I^.68a V.4 cop. a
-e^-P-H-T^.
CENTRAL CIRCULATION AND BOOKSTACKS
The person borrowing this material is re- sponsible for its renewal or return before the Latest Date stamped below. You may be charged a minimum fee of $75.00 for each non-reforned or lost item.
Thtfl, mulilotion, or dftfacement of library mottrlali con b* cou&«$ for student disciplinary action. All materials owned by the University of Illinois Librory ore the property of Ifie State of Illinois ond ore protected by Article 16B of llilnott Criminal Law and Procedure.
TO RENEW, CALL (217) 333-8400. University of Illinois Library at Urbona-Champaign
SEP 2 6 2003
When renewing by phone, write new due date below previous due date. L162
Atlas of
Illinois
Resources
Section 4
Zra^ortatioH
,'-"
Atlas of
Illinois
Resources
Section 4
ZraHsportatioH
STATE OF ILLINOIS William G. Stratton, Governor
DEPARTMENT OF
REGISTRATION AND EDUCATION
Vera M. Binks. Director
DIVISION OF INDUSTRIAL
PLANNING AND DEVELOPMENT
Printed by Authority of Richard Nowinson, Chairman
the State of Illinois James F. Cannon. Superintendent
FOREWORD
The Illinois Division of Industrial Planning and Development in the Department of Registration and Education, with the cooperation of other state agencies, has undertaken a comprehensive survey of the economic resources of Illinois. Resulting from this research is the At/as of Illinois Resources, which is being published as a series of separate documents. On behalf of the Division, I take pleasure in presenting Section IV of this series, entitled Transportation.
The continuing growth of our national economy places more and more emphasis upon transportation as a vital element in the expansion, location, and relocation of industry, and as a major factor in the competitive and profitable operation of commercial activities. Any enterprise seeking to supply the best product at the lowest possible cost must consider the nature and quality of transportation available, whether the concern be with producing, processing, manufacturing, wholesaling, or retailing. A region or state which offers particu- lar transportation advantages must appeal, therefore, to the businessman or industrialist. Less obvious are the many advantages that accrue to the inhabitants of such favored locali- ties in the variety and prices of consumer goods, circumstances definitely reflected in the standard of living.
In Section IV of this series, an analysis has been made of the interstate, intrastate, and international position of Illinois with respect to its transportation resources. Here again, the Atlas oj Illinois Resources plays a part by providing a means for evaluating the advantage of Illinois relative to those of other states or for selecdng for further study areas within Illinois which meet more specifically certain locational needs.
June, 1960
Richard Nowinson Chairman
Division of Industrial Planning and Development Members of the Advisory Board
Richard Nowinson
Chairman
Highland Park, Illinois
Alex K. Scherer Vice Chairman Ottawa, Illinois
Carl Carter Springfield, Illinois
Roy K. Dallas Peoria, Illinois
Lyle V. DeWitt Decatur, Illinois
Charles W. Furst Freeport, Illinois
John H. Glenn Beardstown, Illinois
Gene W. Gunther Galesburg, Illinois
Titus Haflfa Chicago, Illinois
Wilfred F. Hoelscher Granite City, Illinois
William T. Leverenz, Jr. Danville, Illinois
Oldham Paisley Marion, Illinois
C. O. Scheuerman Rock Island, Illinois
Raymond A. Schulze Chicago Heights, Illinois
Lewis D. Yeager Litchfield, Illinois
Office of the Governor
Springfield
William G. Stratton
GOVERNOR June, I960
The transportation resource of Illinois merits high rank among the assets of the state. By any criterion most of the facilities and services associated with this resource deserve superlative ratings. The state is virtually blanketed by a fine network of transportation routes: roads, railroads, pipelines, airlines, and waterways.
The key routes are all high-capacity lines comparable in potential and actual efficiency of operation with the best in the world. Significantly, the Illinois transportation plant is an integral part of a larger plant serving a great region, a great nation, most of the continent, and much of the world. Thus the citizens of Illinois have ready access to a large gathering and marketing area over a highly efficient transportation system at comparatively low cost.
In many respects, Illinois is situated in a strategic position within the world-wide complex of transportation facilities that further enhances the basic value of this major re- source; it unites the major manufacturing region of North America in the east with the vast productive interior to the west, and occupies a middle ground in the exchange of products between contrasting climatic areas to the north and south.
The transportation advantages of Illinois take on further meaning when viewed against the backdrop of the preceding sections of this Alias. As the story is unfolded further in forthcoming sections devoted to labor, population, agriculture, marketing, industry, and utilities, the total resource picture of Illinois will have added significance when it is related to the various aspects of transportation dealt with in this Section IV' of the Ailas of IHinois Resources.
/^^^;^^yZ<^^^^^^
Governor
CONTENTS
Transportation
The Transportation Resource of Illinois 1
Map Direct Rail, Sea Shipping Service, and Jet Flight Time from Illinois 3
Map United States Railroads, Inland Waterways, Pipelines, and Interstate Highways ... 5
Map Railroad Rates from Chicago and East St. Louis 7
Map Railroad Uniform Freight Classification Rates from Fargo, Pittsburgh, Dallas, and
Atlanta 9
Railroads 10
Map Railroads 1959 11
Railroad Traffic 12
Map Railroad Shipment of Commodities to and from Illinois 1956 13
Railroad Traffic Flow and Service 14
Map Railroad Freight Traffic Flow 1958 15
Map Railroad Delivery Times from Chicago and East St. Louis 16
Map Railroad Uniform Freight Classification Rates from Rockford, Chicago, East St. Louis,
and Thebes 17
Highways, Roads, and Streets 18
Map Primary Roads 1959 19
Secondary and Local Roads 20
Map Local Road Patterns 21
Vehicles and Traffic 22
Map Average Tractor- Truck Semitrailer Traffic 23
Truck Service 24
Map Motor Freight Delivery Time Jrom Chicago and East St. Louis 25
Map Motor Carrier Rates Jrom Chicago and East St. Louis — U.S 26
Map Truck Shipments and Truck Trade Areas 27
Air Facilities and Air Service 28
Map Air Fields and Air Routes 1958 29
Air Traffic 30
Map Air Commodity Rates and .Nonstop Flight Times from Chicago 1959 31
Pipelines 32
Map Natural Gas, Crude Oil, and Oil Products Pipelines 1957 33
Water Transportation Facilities 34
Map Waterway Facilities 1959 35
Water Transportation Traffic 36
Map Waterway Freight Traffic Flow 1957 37
The Chicago Transportation Center 38
Map Freight Traffic Density on Railroads, Highways, and Waterways, Chicago 195S. 39
The East St. Louis Transportation Center 40
Map Freight Traffic Density on Railroads, Highways, and Waterways. East St. l^uis. 1956 . 41
State Agencies Dealing with Transportation 42
Selected Reference List of Documents 43
Index to Counties, Cities, and Towns 46
Map Urban Population and Location (foldout) 52
Research Agency
Department of Geography, University of Illinois Alfred W. Booth, Professor of Geography Assisted by: D. Robert Altschul James F. Goff Hershel C. Reeves
Further Research Contributions
Richard L. Day, Assistant Professor
Department of Geography, University of Florida
Produced by
Department of Geography, University of Illinois Joseph A. Russell, Head
Fred W. Foster, Directing Consultant and Editor James A. Bier, Cartographer Draftsmen Ranier R. Erhart Bernard C. Peters
Produced for
Division of Industrial Planning and Development, State of Illinois
Copies of this Atlas may be obtained from the Division of Industrial Planning and Development, 116 State Capitol Building, Springfield, Illinois
THE TRANSPORTATION RESOURCE OF ILLINOIS
Alfred W. Booth
One of the most attractive industrial resources of Illinois is its sujjerlative com- bination of transportation facilities. Virtually all economic activity is concerned with the transportation resources available to the area in which the activity takes place. Particularly is this true of manufacturing because few, if any, manufacturing plants make products from materials that are all available at one place and in turn sell them for use at the same location. A transportation system that facilitates the accumulation of materials from a variety of sources and the distribution of products into a variety of markets is therefore a matter of vital importance to all industry. Questions con- cerning the variety and availability of transportation media that serve an area— the quality, reliability, speed, and adaptability of the service provided, and the cost of accumulating and distributing goods and of moving personnel— are among the most important that must be answered in evaluating the probabilities of successful indus- trial operation at specific places.
Long the acknowledged central point for America's vast railway and highway systems and the place where Great Lakes and Inland Waterway shipping meet, Illinois justly can claim to be the crossroads of North America. Increased accessibility which will follow improvements in the Illinois Waterway and the completion of the Interstate Highway System will enhance this position. Illinois is becoming also a world crossroads as global air traffic in both passengers and goods increasingly empha- sizes service to and from Chicago, and the improved St. Lawrence Seaway makes available larger volumes of ocean shipping than formerly were possible.
This section of the At/as of Illinois Resources describes and evaluates the constantly developing system of railroads, pipelines, roads, airlines, and inland waterways which bind the state together as a functional unit and which provide effective connections between all Illinois localities and the rest of the Midwest, the United States, and the world. These far-flung transportation systems, focusing upon Illinois, draw together people, goods, and materials; from the mid-continent location of the state, the same carriers distribute the products of Illinois manufacturers.
The Transportation Plant
Few areas in the world are as well served by so many diHerent means of trans- portation with so dense a network of routes and with such efficiency as is Illinois. Quantitative statistics relating to this system are impressive. There are 11.316 miles of point-to-point railroad lines, 102,348 miles of rural roads, 20,886 miles of streets, some 35,000 miles of pipelines, and 1024 miles of inland waterways within the state.
I
Thus, there are over 170,000 transportation route miles, or an average of 3.0 miles for every square mile in Illinois— almost 18 miles for every 1000 persons.
The movements over the various lines of this dense network of routes are also expressed in impressively large figures. Some 3 million state-registered passenger automobiles are estimated to travel in excess of 35 billion vehicle-miles per year. Nearly half a million trucks add considerably to this vehicle-mileage and they are estimated to be responsible for originating and terminating well over a billion tons of traffic yearly. The 30 first-class line railroads operating in the state originated and terminated almost 200 million tons of freight in 1957. Over 31,000 ships and barges unloaded 24.5 million tons of material at Illinois lake ports in 1958, while 20.5 million tons of freight moved over the Illinois Waterway. Pipelines brought in over 400 bil- lion cubic feet of gas and over 100 million barrels of oil. Pipelines also serve in-state areas annually producing over 75 million barrels of oil.
Unrevealed in simple mileage and tonnage statistics are such qualitative aspects of the Illinois transportation system as its latent capacity, its efficiency, its service, and its progressiveness. Thus the main lines of the railroad system are high capacity lines with well-ballasted roadbeds, heavy rails, and advanced signalling systems. Furthermore, there are about 2500 freight stations and 14 trailer-on-flatcar ramps, and most of the major yards are automatic. No part of the United States is more than six rail delivery days away. The circumstances associated with the road transporta- tion system are equally significant. There are 12,346 miles of paved road. More than 1400 of the trucking companies that operate over the system employ ten or more vehicles. There are also over 1700 points within the state served by truck and only a few limited areas of the United States are more than five delivery days away. Pipe- lines, waterways, and airlines also have noteworthy features, ranging from modern pipeline pumping plants to powerful barge towing units to airfields designed to handle any existing type of plane.
Finally, it must be emphasized that this system is not static but that each year sees significant improvements in the existing facilities and important additions to the total of facilities. The year 1959, for example, witnessed an increase over 1958 of 43 percent in the number of foreign-trade ships which reached state ports, and an increase of nearly 150 percent in cargo tonnage, the upgrading of about 1000 miles of highway, the addition of a new transstate products pipeline, and the coming of direct international jet air service.
Development of Transportation
Until 1837 there were no "improved" transportation lines in Illinois. Only trails and traces were available for overland travel. Most of the population was concen- trated near the only suitable transportation routes, the navigable waterways. In 1837 the state government appropriated funds to build the Illinois and Michigan Canal. Designed as a through waterway from the Great Lakes to the Mississippi drainage
DIRECT RAIL AND SEA SHIPPING SERVICE FROM ILLINOIS
And Ports of Call
COMMERCIAL JET AIRPLANE FLIGHT TIME FROM CHICAGO
system, it was the forerunner of today's many significant north-south routes. A year later money was appropriated to build a railroad eastward from Meredosia on the Illinois River. Because of financial diflficulties, work was stopped in 1842 after the railhead had advanced but 12 miles inland. Roads were also receiving public atten- tion during this era. The state provided funds for partial improvement of the National Pike from Vincennes, Indiana, to Vandalia and for other immigrant roads as well. Cities and towns were organizing plank road companies. However, when the Galena and Chicago Union Railroad began successful operations in 1848, it became evident that the railroad was the solution to land travel in an area where distances were great and problems of grade and curvature minimal. Thus the railroad era began and Illinois was on its way to becoming the hub of the railroad system of the United States.
In 1851, construction started on the north-south railroad through the center of the state. Operations on both the main line and the important Centralia to Chicago "branch" of the railroad began in 1853. In 1854, the first all-rail route from the east to Chicago was opened and in the same year a rail line between Chicago and the Mississippi was established. By 1856, East St. Louis had a direct rail route to the east. Thus, by the time of the Civil War, connections were established between Illinois and the east and between Chicago and the Mississippi. After the war, many new lines were built extending westward and northward from points in Illinois or from Mississippi River crossings, and Illinois became the key exchange area in the prevailing east-west rail movement of the United States.
So dominant were railroads for the next half century that all other forms of transportation became secondary. Inland waterway movement almost ceased. Road movement declined to a kind of farm-to-station status. County and township govern- ments did little beyond the crude surfacing of only the most used routes. However, about the time of World War I, the automobile came into prominence and with it a new transportation era. Paved and other improved roads were built. Pipelines were constructed. Even the waterways revived. By 1940, the present framework of trans- portation was attained. However, the Illinois system is not static, and 1959 was marked by the inauguration of the improved St. Lawrence Seaway, which opens all the ocean ports of the world to water-borne traffic with Illinois, and by the initiation of jet air service, which brings nearly all of the world population centers within a one- half day journey of the state.
The Crossroad State
Illinois occupies a key position in the transportation system of America. This strategic position is due in part to physical factors and in part to historical and economic factors. Among the physical factors is a permissive quality with respect to construction of land transportation lines over much of the terrain — a broad plain with only low swells and rather infrequent shallow valleys breaking its continuity. Extending into this plain from the north. Lake Michigan represents a terminal exten-
RAILROADS AND INLAND WATERWAYS
sion of the greatest inland waterway system in the world, which penetrates here most deeply into the economic heart of the nation. The Ohio, the most utilized navigable river in the United States, lies to the south. It is between the lakes to the north and rough lands along the Ohio that the east-west traffic lanes of the United States have tended to channel, diverging and converging in Illinois at the western end of this great corridor. Another important asset of the state is the navigable Illinois River, which with relatively minor improvements serves as the only direct all-water connec- tion between the Great Lakes and the Gulf of Mexico via the Mississippi Waterway, which borders the state on the west.
Illinois is located at the western end of the manufacturing belt of northeastern United States, one of the foremost concentrations of population and industrial activity of the world. The state, therefore, functions as the point of first assembly for raw materials entering the manufacturing belt from the northwest, west, and southwest. It is also the major manufacturing state nearest to a market area comprising one-half of the nation. Historically, the group of railroads which entered the state from the east before the Civil War were not the same corporate entities which constructed lines from Illinois to the west, northwest, and southwest after the Civil War. Thus, early in its history, Illinois became a major transfer and exchange center between two major groups of railroads. Subsequent transportation developments have also con- tributed to and emphasized the focal character of Illinois' location. When the fuel- hungry East required the oil and gas of the Southwest and West, the pipelines transporting these mineral fuels converged on Illinois. When the waterways revived, Illinois was the meeting area of the east- west Lakes and Ohio routes and the north- south Mississippi routes. When the airplane entered the scene, Chicago became the second greatest air center of the nation.
In the United States as a resultant of regional supply and demand conditions, there are 1 1 generally recognizable avenues of traffic concentration. Nine of these are associated in some way with Illinois. More specifically these are: the Northern Trunk route between Chicago and the East; the Southern Trunk route between St. Louis and the East; the Mississippi Valley route; the Chicago-Southeastern route; the Chicago-Southwestern route; the Granger routes between Chicago and the grain producing Northwest; and, finally, the three transcontinental routes, south, central, and north, whose eastward termini are Chicago and St. Louis.
It thus becomes apparent that Illinois is in a unique position with respect to the opportunity to utilize segments of an efficient and advanced transportation system for local purposes and to tap the flow of goods and materials of a vast productive continent to further the progress of its economy.
Illinois also has an advantageous position with regard to the rate structure system of the United States. For example, its centrality within the Uniform Classification Rate Territory gives it a more even distribution of class rates to all points east of the Rockies than areas near the margins of the Territory. Since most freight from beyond
6
Number of Centj per 1 00 Pounds
^ 100150 I I 150-JOO m AAclhonJOO
Class 35
RAILROAD RATES FROM CHICAGO /
Class 70
RAILROAD RATES FROM CHICAGO
IMT lOOPcwnds
^ lOO-ISO I I 1 50- 200 I I l*on ihon 200
Class 35
RAILROAD RATES FROM EAST ST. LOUIS
the Rockies moves on commodity rates, it is also substantially in as good a competitive position with respect to trans-Rockies shipments as any area in eastern United States. Blanket area particular rates also apply to Illinois from the competing Atlantic and Gulf ports, a factor which likewise tends to depress rates. Furthermore, the meeting of the two greatest inland waterway systems of North America gives certain areas in Illinois the advantage of low waterway rates, averaging about one cent per ton-mile, and the lowered land transportation rates engendered by competition between water and land carriers. The latest chapter in this land-water competitive situation is the gradual development of export-import rates from and to Chicago and the further depression of rates to coastal points which have resulted from the opening of the improved St. Lawrence Seaway.
Because of the heavy traffic of the state those rate advantages which accrue from large volume shipments are another factor in the Illinois rate advantage position. When specific commodities requiring specialized equipment move essentially from one point of origination to one point of termination in very large quantities, they tend to move via contract or private carriers with transportation costs substantially lower than those for common carriers. Most of the barge movement and a substantial pro- portion of the truck movement of the state is in this latter category. The extremely large volume of shipments via pipeline, of which the state has extensive mileage, must also be included within the class of goods in which large volume shipments result in a low rate situation.
A final factor in the rate situation in Illinois is the availability to the state of the nation's two greatest railroad centers— Chicago and St. Louis. Historically, the interline competition of railroads gave special advantages to basing points such as Chicago and St. Louis. Although this system has been abandoned, many commodity and proportional rates in existence today stem from this fact and continue to give Illinois points special rate advantages.
RAILROAD UNIFORM FREIGHT CLASSIFICATION
RATES FROM FARGO. NORTH DAKOTA
Class 100 g.
RAILROAD
RATES FROM PITTSBURGH.
PENNSYLVANIA
Class lOO
Number of Cents per 1 00 PcKmds
RAILROAD >
RATES FROM '^-
ATLANTA. GEORGIA
Class 100
'^'
^'«^
■>rwi
RAILROAD
RATES FROM DALLAS. TEXAS
Class 100
Number of Cents
per 100 Poundi '"^^Sj i.,
^^ L«i> rtton 380 m 380-410 I I 410-440
rX^Mo,..tK,n440
RAILROADS
Illinois is the premier railroad state of the United States. Only Texas, with its much larger area, has a greater mileage of track, while but two states. New Jersey and Massachusetts, have a greater average density of rail lines per square mile of area. The basic framework of this great Illinois system was quickly established be- tween 1850 and 1860 when track mileage increased from 100 to 2790 miles. After 1860, the interstices of the basic framework were gradually filled with branch lines, short-cut lines, and competing lines until the maximum of 12,51 1 miles of railroad was reached in 1929, with only one of the 102 counties being left without rail service. The abandonment of unprofitable branch lines and some consolidation of routes has since reduced the mileage figure to its present 11,316 miles.
Thirty Class I line-haul railroad companies; 37 Class II, terminal, switching, transfer, and industrial railroad companies; and two of the few remaining electric interurban lines of the nation operate in the state. Standardized equipment and practices combined with appropriate accounting procedures make the exchange of rolling stock between systems physically and economically feasible. The state's entire railroad mileage may, therefore, be considered to be a part of a greater single conti- nental railroad system extending from ocean to ocean and from southern Mexico to Hudson Bay. Quite apart from this integrated movement of traffic, each railroad company has developed its own specialties in shipping and service, specialties which are closely related to the localities served and the competition confronted.
At first glance, the railroad pattern of Illinois appears on the map as a jumble of lines. However, if attention is directed to the heavy duty lines, i.e., lines with more than one track or with automatic train control and signalling systems, a distinct pat- tern emerges. Radiating out from Chicago to the north, northwest, west, and south- west are the original land grant Granger lines, many of which now perform trans- continental service. In the southern sector the entering lines are railroads serving the north-south Mississippi routeway. Finally there are the tracks of nine railroad com- panies which enter Chicago from the east; these are concentrated within a narrow corridor just south of Lake Michigan. East St. Louis is the focus of another great arc of radiating railroads which includes three distinctive groups of lines, those giving service to the east, those giving service to the south and southwest, and a number of coal-hauling lines tieing the city to Illinois coal fields. A third basic radial pattern is associated with Peoria, a focal point for tracks of 13 diff~erent railroad companies. Connections between the three major radial patterns of the state arc provided by a number of north-south and east-west connecting and branch lines which in overall perspective appear as an open, rectangular, statewide network.
10
I P1<vwMn0 and Dvvetopman)
RAILROADS
1959
RAILROAD TRAFFIC
The intercity transportation of freight is the major service of railroads. In an average year, 1957, railroads originated 95,732,000 tons and terminated 103,947,000 tons of freight within Illinois. Thus an average of over 20 tons a year is received and shipped by rail for each inhabitant of the state. In addition to the freight carried to and from the state, the rails of Illinois also carry a considerable amount of through freight. This latter traffic is of great indirect benefit in that it insures increased service and more efficient maintenance than would normally be expected. In all, close to 50 percent of the total ton-mileage of intercity freight movement in Illinois is accounted for by railroads. Railroads are also engaged in intercity passenger, intracity passen- ger, and intracity freight movement. None of these even closely approximates, either relatively or absolutely, the significance of intercity freight movement.
Almost one-half the rail freight terminated in Illinois originates within the state, while another one-quarter originates within about 300 miles of the state borders. Nevertheless, all mainland states of the United States as well as Mexico and Canada contribute to the Illinois-bound traffic. At the same time Illinois-originated products are moving by rail to most of the continent, with the greatest markets within the state and the same 300-mile zone outside the state. The total receipts of the state are from 8 to 12 million tons greater than the out-of-state shipments. Products of mines ac- count for most of this tonnage disparity. Products of forests, with receipts about ten times shipments, show the greatest unbalance. Contrariwise, farm and manufactured products are exported in greater quantities than they are imported. All states west of the Mississippi and south of the Ohio with the exceptions of Iowa, California, and Louisiana ship more to Illinois than they receive. Of the remaining states only Pennsylvania ships more than it receives.
Bituminous coal, gravel, sand, crushed stone, corn, soybeans, and cement are commodities annually contributing over one million tons each to intrastate rail move- ment. Coke, fertilizers, scrap iron, soybean oil cakes, wheat, and manufactured iron and steel products are also of importance. Bituminous coal alone accounts for 60 percent of all originations and its movement from the coal mines of the state to the Chicago and East St. Louis markets is the most important factor in the intrastate rail flow of Illinois.
12
RAILROAD SHIPMENT OF COMMODITIES FROM ILLINOIS, 1956
*CC Corfeod Wairb4ll Volltfki, I
RAILROAD SHIPMENT OF COMMODITIES TO ILLINOIS, 1956
RAILROAD TRAFFIC FLOW AND SERVICE
The three types of rail traffic— through, interstate, and intrastate — thus consist of a great variety of commodities from a great variety of originating points destined for a great variety of terminating points. It is not surprising, therefore, that the divi- sion of traffic between lines with respect to both density of flow and balance of flow is quite uneven. At least two lines have an annual net flow of over 18 million tons. On the other hand more than one-half the lines carry less than 2 million net tons of traffic annually. On some, more than four times as much traffic tonnage is flowing in one direction as in the other, while for many the balance of flow is almost even. The several Granger and transcontinental roads converging on Chicago through northern Illinois are all lines of heavy flow with eastbound traffic from 50 to 100 per- cent greater than westbound. This circumstance reflects the west-east movement of bulky raw materials exchanged for processed goods. In southern Illinois a group of lines with less traffic converge on East St. Louis from the east. In this situation, eastbound traffic is only slightly larger than westbound. A collection of lines with well balanced movement and medium tonnage flow connect Chicago and East St. Louis. A fourth group with slightly more northbound than southbound traffic enter the state from the south. These latter railroads become more unbalanced in their flow as coal is added to the northward movement. Several show a balance of as much as four to one in favor of northbound traffic in sections where the full comple- ment of coal travels the lines.
The large number of railroads, many with very heavy flow, gives Illinois ship- pers special advantages. There is no point in Illinois very far from any one of the some 2500 stations. There are interchange facilities at 90 percent of the railroad crossing points; frequent service is available since heavy tonnage movement requires the scheduling of many trains; and automatic yards reduce terminal delay. Special service and terminal facilities abound; cars for all purposes are available; there are 14 trailer-on-flat-car loading ramps; and icing and refrigeration stations, special load- ing facilities, and specialized terminal warehouses are all associated with the major terminal areas. Frequent scheduling and over-the-road speed bring every part of the mainland United States to within six days or less of Illinois by scheduled freight. All the greatest national centers of trade except those on the West Coast are less than three days away.
14
RAILROAD FREIGHT TRAFFIC FLOW 1958
Approximate Net Tons Per Road Mile
RAILROAD DELIVERY TIME FROM CHICAGO
Based on Time to Leading Cities
RAILROAD DELIVERY TIME FROM EAST ST. LOUIS
Based on Time to Leading Cities
RAILROAD UNIFORM FREIGHT CLASSIFICATION
RATES FROM ROCKFORD
Class 100
RAILROAD RATES FROM CHICAGO
Class 100
RAILROAD
RATES FROM EAST ST. LOUIS
Class 100
HIGHWAYS, ROADS, AND STREETS
Illinois, with 102,348 miles of roads and 20,886 miles of streets in 1957, ranked fourth among the states in total road, highway, and street mileage. There was, there- fore, an average of 2.2 miles of roadway for each square mile of area as of that date. This figure places Illinois ninth among all states in this regard, being outranked chiefly by small, highly urbanized eastern states. The public roads and streets of the state may be divided into five systems: interstate highways, state highways, county highways, township and district roads, and city streets. The first two categories to- gether comprise the state primary system and are state administered, although both receive varying proportions of federal aid. County highways, formerly state-aid highways— often termed secondary roads — are county administered and receive state aid. For about one-half of this mileage federal aid is also supplied. Township and district roads and city streets are financed and administered by the local civil division involved, be it town, city, township, or road district. Most improvements, however, are paid for from funds allotted from motor fuel tax receipts.
The basic framework of the primary highway system of Illinois is provided by the interstate highway pattern. Eventually the 1 608 miles of this system will inter- connect all of the heavily populated areas of the state and join with other state sys- tems to link Illinois with the commercial and industrial centers of the nation via limited access, high capacity, multilane thoroughfares. Chicago and East St. Louis will be the most important centers in this system in Illinois. Only two states in the nation will have a greater mileage of these strategic highways. At present, in 1960, 236 miles of this system are in use within the state, mostly in the Chicago area.
The remainder of the primary system of highways in Illinois totals 10,630 miles, of which 10,220 miles are paved. Most of this is two-laned, although three, four, and more lanes are not uncommon on the approaches to larger cities. From the pattern of these highways, one may note that they serve all parts of the state largely via a great, open, rectangular network that increases in density in the areas of population concentration.
MILEAGE OF ILLINOIS HIGHWAY SURFACING, 1958
Illinois
PRIMARY ROADS
1959
SECONDARY AND LOCAL ROADS
The secondary and local rural highways and roads of the state consist of 18,295 miles of county highways and 73,321 miles of township and district roads. Most of the county highways have low-type surfacing including low-type bituminous, gravel or stone, and oiled earth treatment. Roads in this class with one paved and one un- paved lane are still common. The primary functions of the county highway are to serve farm-to-market traffic and to act as feeder roads to primary highways. Town- ship and district roads are almost exclusively unpaved and feature low-type surfacing, with above 10,000 miles as yet unsurfaced.
Both types of roads are usually oriented to the survey lines of the original survey system and are commonly spaced at the one-mile intervals basic to this sectional sys- tem, thus insuring road access to all rural residences. The road pattern of Compro- mise Township, Champaign County, provides a good example of the section line system of roads. Faithfulness to the survey lines is even carried on to the extent that the adjustment sections in the center of this particular civil township are reflected by the road pattern. The high percentage of roads with low-type surface and the paved highways connecting small settlements in this township are typical of much of Illinois.
Although adherence to the ideal section line road system is generally quite evi- dent throughout the state, there are areas where the surface configuration factor has made adherence impracticable. Such an area is found in Rice and Elizabeth Town- ship, Jo Daviess County, in the more dissected northwestern corner of the state. Here, there is only the slightest suggestion of rectangularity, with the road system following basically a ridge-and-valley pattern. It should be noted that dead end roads are not uncommon in this situation.
The historical factor also explains certain of the secondary road patterns. In many parts of the state, existing roads and highways follow old trails, pioneer traces, and the immigration routeways which were established before widespread settlement brought about general conformity to the rectangular system. Many of the main high- ways in the state inherited these routes and are therefore not oriented to the cardinal points of the compass. On a smaller scale, a number of settlements, particularly in the southern part of the state, are associated with radial road patterns whose origins usually preceded the application of the section line principle. The pattern of the Mt. Vernon area illustrates this situation. Incidentally, the deviations from the rectangular system in this area — gaps, irregular spacings, discontinuities— result largely from the presence of stream valleys incised in a generally level surface.
20
^
|
1 |
-^ |
'Ni 1 |
1 |
- '^ |
||||
|
P.„„o. |
.^-.x-^ |
PcnlScld |
^^ |
|||||
|
/ |
r 1 |
■-"■^ |
\ |
-- |
^ |
A- |
/ |
|
|
\ |
/, y |
I |
h |
1 / |
||||
|
) |
) |
./•■•' |
/ |
Y |
||||
|
'k. |
\ 1 |
1 1 |
i |
■ |
/ |
|||
|
■— XI |
/ 1 |
V 1 |
y ' "^ |
/ |
'i.^ |
CHAMPAIGN COUNTY
JO DAVIESS COUNTY
LOCAL ROAD PATTERNS
Paved wrfoce Low rype turfoc* Unwrfoced
VEHICLES AND TRAFFIC
The dense, widespread road system of Illinois is used principally by the over 3.5 million motor vehicles — passenger cars, busses, and motor trucks — registered in the state. Thus there are more than 28 vehicles for each mile of the total road and street mileage and over 154 vehicles for each paved mile. Vehicle miles logged per year on the system probably exceed an astronomical 35 billion miles.
Most of the vehicle mileage is recorded by the 3.2 million passenger cars oper- ated by some 4.5 million licensed drivers. There is one passenger car for each three inhabitants of the state. Passenger traffic densities vary widely. The state primary system shows the greatest concentration, with an average daily traffic of over 1000 vehicles on nine-tenths of its mileage. Extremes of over 30,000 per day are found on some major cities' streets. Certain key intercity thoroughfares, such as Highways 66, 45, and 30, show counts of over 6000 vehicles a day.
Completing the passenger picture is the transportation supplied by the 12,000 busses registered in the state. Some 6500 of these are the familiar yellow school busses. The bulk of the remainder are engaged in intracity and suburban service. Even busses engaged in intercity service, however, are mainly concerned with local traffic. For instance, in a sample survey conducted by the Interstate Commerce Commission in 1947, it was discovered that almost 75 percent of all tickets sold by intercity bus lines in Illinois were for Illinois destinations. Another 20 percent were for destinations in contiguous states, while less than 7 percent were purchased for destinations scattered throughout the remainder of the United States.
Motor trucks account for about one out of every nine motor vehicles of the state. These may be divided into two groups, the not-for-hire and the for-hire. Within the not-for-hire group are included over 100,000 farm trucks, delivery trucks, and the truck fleets operated by oil companies, construction companies, chain store systems, mining companies, and many manufacturers utilizing them as an integral part of their flow systems. In the for-hire group, trucks tend to be much larger in size and panel and pick-up trucks give way to tractor and trailer or truck and trailer com- binations. Although smaller trucks account for about 60 percent of the vehicle mile- age, these larger combinations account for about two-thirds of the ton-mileage, a more realistic measure of service performed. There are some 25,000 truck tractors and some 60,000 commercial trailers operated in the state. Carrying from 1300 to over 2000 tractor-truck semitrailers per day. Highway 66 is the leading commercial highway. East-west Highways 34 and 30 combined, however, carry even greater loads. Farther south the main cast-west routes. Highways 40 and 50, carry comparably heavy traffic.
22
AVERAGE TRACTOR-TRUCK SEMITRAILER TRAFFIC
TRUCK SERVICE
Common and contract carrier trucks account for about one-third of the motor vehicle ton-mileage logged in state intercity movement. These trucks are owned or operated by over 17,000 authorized carriers, including 1403 companies with fleets of ten or more vehicles. Over 5000 carriers are authorized in interstate commerce. Both in-state and out-of-state service coverage is wide and gives Illinois fullest ad- vantage of the flexibility of the motor truck in making direct deliveries. Well over 1700 points are serviced by one or more common carrier truck lines; this figure in- cludes 1200 points which are served by truck only. Chicago and St. Louis, including East St. Louis, are transcontinental gateways, and eight major cities — Peoria, Rock Island, Rockford, Quincy, Springfield, Decatur, Danville, and Bloomington— are key interchange points.
One-day delivery from one Illinois point to another is a normal expectation except between the extreme northern and southern parts of the state. Third-day delivery may be expected between key points in Illinois and most of the significant resource and market centers of the United States. From Chicago, only northernmost Maine, the extreme Southwest, and the immediate coastal area of the Northwest are more than five days normal delivery time away. From East St. Louis, only northern- most Maine, coastal North Carolina, and the western fringes of Oregon and Wash- ington are over five days away. If truck load Class 35 rates are utilized as representing a fair approximation of average truck rates, nearly all of United States east of the Rockies is in a zone where rates are less than $2.00 per 100 pounds from the key points Chicago and St. Louis.
Data derived from a sample survey conducted for an Illinois Commerce Com- mission hearing in 1954 partially reveals the scope of motor truck carrier activity. This data shows that there was no mainland state of the United States which did not either forward shipments to or receive shipments from Illinois during the two-day sampling period. However, about 50 percent of the tonnage received or sent origi- nated in an area roughly within a 200-mile radius of central Illinois. A 400-mile circle would enclose an area accounting for 75 percent of originations and an 800-mile circle for 90 percent. Although the sample study did not indicate the kinds of com- modities shipped, the relationship between number of shipments and tonnage of ship- ments gives some clue; for example, the closer to Illinois, the greater the tonnage per shipment. Thus for a state like California tonnage was 1 percent of the total for the test period, while the number of shipments was over 2 percent of the total. In con- trast, Indiana points accounted for almost 20 percent of tonnage and only slightly over 10 percent of the shipments. Thus, high value general freight in small lots ap- pears to dominate in distance shipments, while low value bulk freight in full cargo proportions appears to dominate local shipments.
24
MOTOR FREIGHT DELIVERY TIME FROM CHICAGO
Rasod on Time to Leading Cities
200 0 J00_
/
MOTOR FREIGHT DELIVERY TIME FROM EAST ST. LOUIS
Based on Time to Leading Cities
MOTOR CARRIER RATES FROM CHICAGO
Normal Truck Load Class 35
150-200
I::::-:::! More than 200
MOTOR CARRIER RATES FROM EAST ST. LOUIS
Normal Truck Load Class 35
26
fiimsi 50-100
[:S--^y:--\ 100-150
I I 150-200
I I More fhan 200
.SAMPLE SURVEY OF
TRUCK SHIPMENTS
To and from Illinois
AIR FACILITIES AND AIR SERVICE
With D. Robert Altschul
Some 128 airports of various types are distributed with relative uniformity throughout IlUnois. These include commercial and military fields. Most of these are designed for land-based planes, although a few will handle water-landing craft. Not shown on the map are over 500 "restricted landing areas" whose use, other than for emergency needs, is limited by regulation.
There are some 122 commercial fields for land-based aircraft. These vary in the number and dimensions of their useable runways and in the character of their run- way surfaces, repair facilities, and passenger and cargo facilities. Most of the com- mercial fields accommodate only small- or medium-sized aircraft. These airports serve some of the smaller communities and the services offered are usually nonsched- uled. Fourteen commercial airports in Illinois are served by scheduled airlines and are thus equipped to handle the standard medium- or large-sized aircraft used by the major airlines. Chicago's O'Hare Field, for example, is equipped to handle transcontinental jets. Of these larger airports, six provide cities with trunk airline service. The others are feeder airports, served by scheduled, "local" service airlines. In numerous instances, one commercial airport serves several communities.
Some 21 commercial, scheduled airlines serve Illinois. Of these, 15 are trunk- line carriers that transport passengers as well as mail, express, and freight. Eleven of these operate, totally or in part, between Illinois and cities outside the United States. Other types of scheduled air carriers operating from Illinois airports include: three local service (feeder) lines, two all-cargo carriers, and one helicopter service. Also available are several scheduled and nonscheduled air-taxi services.
Airline operations over Illinois take place along four fairly distinct air lanes focusing on Chicago. This city is the terminus of an extremely dense network of air routes originating on the east coast. Extending west and northwest from Chicago is a second major air lane, over which traffic moves between Illinois and the western and northwestern states. Crossing Illinois in a general northeast-southwest direction are air routes which link Illinois to the major east- west air lane across southern United States. A fourth air lane, of less significance in terms of traffic, extends south-southeast from Chicago, closely paralleling the Illinois-Indiana border.
Air traffic between Illinois and destinations outside the United States moves to and from Chicago. Flights involving stops in the United States prior to embarking overseas follow the air lanes between Chicago and coast cities. The most direct zone of flow for overseas traffic extends northeast from Chicago. Foreign airlines, for example, use this air lane for through and one-stop flights — stopping, for instance, at Montreal — in serving Illinois.
28
AIRFIELDS AND AIR ROUTES
1958
AIR TRAFFIC
With D. Robert Altschul
Domestic on-line aircraft departures from Illinois totalled 209,648 in 1958. The traffic handled included 4,266,805 passengers, 24,360.2 tons of air mail, and 57,436.1 tons of cargo. Approximately 80 percent of the aircraft departures, 94.7 percent of the total passengers, 98.1 percent of the air mail tonnage, and 97.1 percent of the total cargo tonnage was handled through Chicago.
Overseas on-line originations of United States scheduled air carriers operating from Chicago in 1958 included 513 aircraft departures, 16,550 passengers, 164 tons of air mail, and 108.6 tons of cargo. Overseas on-line originations through foreign airlines are estimated at approximately tvs^ice these amounts.
The general commodity rates for direct scheduled air shipments from Chicago to other United States cities vary with distance from a minimum of 5 cents per pound to a maximum of 25 cents per pound (as of April, 1959). For example, cost of ship- ment from Chicago to Detroit is 6 cents per pound; to Boston, 13 cents per pound; to San Francisco, 25 cents per pound. These rates also vary slightly with air carriers and are governed by official tariffs on file with the Civil Aeronautics Board. For shipments of 100 pounds or more the rates per pound are somewhat lower.
General rates for shipping commodities by air from Chicago to overseas destina- tions are computed on the basis of weight and include a minimum charge per ship- ment. Assuming direct-line shipment (for example, Chicago to Asian cities via the Pacific Ocean), the highest published rate in international trade falls on shipments between Chicago and Johannesburg, Union of South Africa. These charges are $2.93 per pound for shipments of less than 100 pounds, and $2.21 per pound for shipments of 100 pounds or more. Between Chicago and Paris, rates are $1.35 per pound for shipments of less than 100 pounds and $1.03 per pound for 100 pounds or above; between Chicago and Mexico City the respective rates are 30 cents per pound and 25 cents per pound. Minimum charges per international shipment from Chicago are $8.00 or $9.00.
The advantage of speed that air transportation has over other forms increases with long-distance, nonstop flights. With the recent introduction of commercial jet flights, the speed advantage is even more enhanced, as is shown by the differences in flying time between jet aircraft and "standard" four-engine aircraft in the United States. The speed advantage of jets over other aircraft increases with distance, and to date large commercial jets generally are not used for short-distance flights from Chicago. With the inauguration of nonstop and one-stop jet flights to Europe, it is possible to reach most European cities in less than 10 hours of flying time. By jet, all important overseas destinations can be reached in less than 20 hours of flying time from Chicago.
30
GENERAL AIR COMMODITY RATES between Chicago and Overseas Destinations. 1959
Beverse
Scheduled Nonstop
FLIGHT TIMES FROM CHICAGO. 1959
\
PIPELINES
Illinois, a large producer and even larger consumer of nonsolid mineral fuels, has a well developed system of pipelines for transporting these materials. The grand total of over 35,000 miles of line consists of some 3600 miles of gathering lines, moving crude oil and gas from wells to storage facilities within the producing fields; approxi- mately 4500 miles of crude oil trunk lines, carrying crude oil from field storage to refineries; some 2200 miles of refined products trunk lines, transporting refined prod- ucts from refineries to consuming centers; and finally, over 24,000 miles of gas pipe- lines which directly connect producing fields and their markets. Speed of flow through these lines is fairly constant, varying from 3 to 6 miles per hour, with the higher speeds associated with pipes of greater diameter. There is proportionately less friction in the larger pipes and, since they are usually newer, the pumping systems are most often modern and eflficient. Gathering lines, the older crude trunk lines, and refined products lines in Illinois are generally less than 10 inches in diameter. The newer crude trunk lines are generally about 20 inches in diameter, while the gas trunk lines are normally between 20 and 30 inches.
There are three pipeline systems within the state. One, associated with the pro- ducing area of southern Illinois, consists of a rather widespread network of gathering lines and a series of crude oil trunk lines feeding the refineries of the Wood River District and the Wabash Valley. Another assembly of pipelines, originating in the producing areas of Texas, Louisiana, Oklahoma, and Kansas, helps meet the tremen- dous demand for nonsolid mineral fuels in Illinois, a demand which has far out- stripped the state's capacity to produce. These lines converge in the Chicago Metro- politan Area with the crude oil and refined products lines entering largely from the southwest and the principal gas lines from the west and south. These lines carried most of the estimated 153.2 million barrels of oil brought into Illinois in 1957, and all of the 400 billion cubic feet of gas imported the same year.
Illinois is also spanned by pipelines supplying deficit areas to the north and east. Most of the west-east lines crossing the south-central part of the state are "bridge" lines of this sort. Included in this group are the "Big Inch" and "Little Inch" lines of World War II fame. Many of these through lines can be and have been tapped to supply local power, heating, and industrial demands. The Chicago Metropolitan Area is a nationally important processing point in the through movement of nonsolid mineral fuels, serving particularly as a refining and transshipment center for areas to the north and northeast.
32
Natural Gas, Crude Oil and Oil Products PIPELINES 1957
State Geologicol Survey
WATER TRANSPORTATION FACILITIES
With James F. Goff
Water transportation is available to Illinois by way of both of the principal waterway systems of North America, the Great Lakes and the Mississippi Waterway with its various extensions. The ports of the Chicago area provide ready access to all Great Lakes ports and via the St. Lawrence Seaway to all world ocean ports as well. Five hundred eighty-one miles of Mississippi River frontage and 113 miles of Ohio River frontage bordering the state, along with 330 miles of the Illinois Waterway, give unequaled opportunity for access to all parts of the Mississippi System and the connecting Intracoastal Waterway System. The Illinois Waterway, consisting of the Illinois River, the Chicago Sanitary and Ship Canal, the Calumet-Sag Channel, and the Chicago River, is of particular significance since it provides the only direct all- water connection between the two major continental waterway systems.
A ruling depth of 27 feet and winter ice are the chief limiting factors of the Great Lakes System. On the inland waterways, depth and width of channel and lock capacity are specific controlling factors. The channels of the four divisions of the Illinois Waterway are 9 feet deep and generally 225 feet wide. The Chicago Sanitary and Ship Canal, however, has a depth of 12 feet. On the other hand, the Calumet- Sag Channel, for long only 50 feet wide, is now being expanded to 225 feet to permit two-way traflfic. This construction should be completed by 1963. In the future, the Sanitary Canal section from Sag Junction to Lockport will be widened to 225 feet from its present 160 feet. The Mississippi and Ohio have 225-foot channels with minimum depths of 9 feet. Standard locks on these waterways are 110 feet wide and 600 feet long. Chain-of-Rocks Lock on the Mississippi, however, is 1200 feet long and a program is underway to install locks of this length on the entire Ohio.
Barges operating on the waterways vary in size from 26 by 175 feet to 48 by 300 feet, and their capacities range from 800 to 3000 tons. They are of various designs, to carry dry bulk, liquid bulk, or general cargo commodities. Special barges are available for products such as cement and alcohol. The barges, grouped six or more to a tow, are pushed by a towboat. On the Illinois Waterway, the largest towboats are 165 by 35 feet. Crowded conditions above Brandon Road Lock, however, require towboats of about half these dimensions, and the barges in the tow are reduced to three or four.
Ore boats, tankers, car ferries, general cargo ships and boats, lake-ocean bulk carriers, and passenger boats are among the many types of vessels traversing the lakes. The most familiar and common type is the long ore boat with capacities among the newer and larger ones exceeding 20,000 tons of cargo. The ships especially de- signed for lake-ocean service now in operation carry up to 15,000 tons of grain, or from two to three times as much as ordinary seagoing tramps.
34
WATERWAY FACILITIES
1959
|
t 1 1 |
|
|
Waukegai |
LAKE MICHIGAN
to
^1.:^^
\ ■■■■■ '
Ia«9"""'«
h
D>|J Cily I
i;i.Jl.i;r««
L.
:.r^-
1
Hyer I _
--1
■\
r'
^
■^^^
1
|
r LAKE \ MICHIGAN |
||
|
^ ^ |
1 ^ Ho"L |
|
|
^ |
||
|
Ss •■ |
■S \. |
|
|
'"] CHICAGO V^ |
||
|
1 , |
£ |
|
|
^S |
-a3& |
i4E.S..
^..
Chonn«l dep*
Waterwoy »acinti«i A Crom
• P«rrol«um
^ Sand, grovel, iton*
■ OtHer (cool, U.S. go
H
>■
.^--
^ D««p-droh )
..t.iMl Tower
T'
'^J.
35
WATER TRANSPORTATION TRAFFIC
With James F. Goff
Commodities carried on the waterways are mainly bulky products in not too great a variety. On the Illinois Waterway, for example, 33 percent of the cargo ton- nage is accounted for by petroleum products, 25 percent by bituminous coal, and 17 percent by sand, gravel, and crushed stone. Grain is the only other commodity ac- counting for more than 5 percent of the total movement. Cargo distributions on the Mississippi and Ohio are very similar. On the Great Lakes, wood pulp, iron ore, and limestone are other bulk items moved in great quantities, with general cargoes becoming more important with the development of the Seaway. There is consider- able unbalance in the flow of waterway traffic. About 85 percent of the total traffic on the Illinois Waterway is upbound (northbound). On the Mississippi above St. Louis 75 percent is upbound, while below St. Louis 60 percent is upbound. On the Ohio adjacent to Illinois 80 percent is upbound (eastbound). Lake traffic tonnage into the Chicago area is some 30 percent greater inbound than outbound in spite of Chicago's importance as a grain and petroleum products shipping point. The great distance that these bulk products are shipped, from points extending all the way from northern Minnesota to southern Quebec on the north and from the Texas Gulf coast to southern Florida on the south, indicates the most important service of the water- ways— the long-distance and low-cost movement of raw materials basic to modern heavy industry.
Docking facilities are highly specialized and reflect the dominant commodities carried on particular segments of the waterways. For instance, coal loading docks are located at Alton and Havana near active coal fields, petroleum docks are close to the Wood River and Lemont refineries, and many grain loading facilities are found at Morris in the heart of a fertile agricultural area. Most of the port and dock facili- ties are operated by private barge lines, although a trend toward municipally con- trolled facilities has begun. The greatest concentration of terminal facilities is in the Chicago and St. Louis areas, with a fairly even distribution of docks elsewhere along the waterways.
There are three types of inland waterway carriers: common, contract, and pri- vate. On the Illinois Waterway there are 7 common carrier companies in operation, 15 contract carriers, and 13 private carriers. The large number of contract and private carriers reflects to a considerable degree the specialized nature of waterway traffic, wherein large quantities of a single bulk commodity are moving by means of specialized equipment from a single source to a single destination.
A full analysis of the Chicago-overseas traffic is contained in volumes 1 and 2 of The St. Lawrence Seaway: Its Impact, by 1965, Upon Industry oj Metropolitan Chicago and Illinois Waterway- Associated Areas (see reference list) .
36
WATERWAY FREIGHT TRAFFIC FLOW 1957
THE CHICAGO TRANSPORTATION CENTER
With Hershel C. Reeves
Chicago is the major transportation center of the nation. It is the focal point of the highly productive Midwest and provides a gateway to national and world markets. Approximately 380 million tons of freight move in, out, and through the city annually.
Railroads account for about 47 percent of the tonnage movement, including the more than 45 million tons which originate in Chicago. Highway traffic accounts for the in and out movement of approximately 101 million tons annually. Over 13 mil- lion tons enter Chicago via the Illinois River, while almost 3 million tons leave by the same route. About 26 million tons are transported via the Great Lakes. Nor- mally, imports are one-third greater than exports, although this ratio fluctuates from year to year. Chicago handles over one-third of the direct overseas traffic of all United States ports on the Great Lakes. Pipelines carry an estimated 52 million tons of crude petroleum, petroleum products, and natural gas into the Chicago area. Although small by comparison, the 85,000 tons of freight carried by airplane repre- sent the largest movement for any point in the United States.
Terminal facilities for railroads, highway carriers, and waterways are by neces- sity extensive. Almost all of the primary classification yards used to assemble out- bound trains or to break up the inbound traffic are located on the periphery of the city. Yards and trunk lines are located so as to minimize reverse or back-haul move- ment of freight. The more than 200 freight yards have a total capacity of nearly a quarter of a million freight cars. Altogether there are upwards of 5000 points in the Chicago terminal district where cars are delivered for loading and unloading. Rail- road freight terminals surround the central business district (Loop). There has been a recent tendency to locate terminals near the edge of the city rather than close to its center. To reach the terminals in the metropolitan areas, the 28 radial routes of the 21 railway systems serving the city are channeled along seven major routes.
The large volume of freight moving in and out of the city by highway carrier also requires numerous terminal facilities. The greatest concentration of highway freight traffic is from the south and southeast, and about 70 percent of all the city- bound truck common carrier traffic has as its goal the area bounded by 55th Street and Damen, Chicago, and Indiana Avenues. The major groupings of terminals are south and southwest of the central business district, while smaller agglomerations are widely scattered.
There are 163 terminal facilities to accommodate the waterway traffic. About 35 percent of these are located along the Chicago and Sanitary Ship Canal. Other large concentrations are found along the Chicago River (North and South Branches), Calumet River, and the Little Calumet River.
38
Estimated Annual
FREIGHT TRAFFIC DENSITY on Trunk Railroads CHICAGO. 1958
Figures ore in net tons.
Estimated Annual
FREIGHT TRAFFIC DENSITY on Highways and Waterways and in Pipelines CHICAGO. 1958
Greot Loket
Pelroleufn ond petrolevm
Each flow line include* troKlc
39
THE EAST ST. LOUIS TRANSPORTATION CENTER
Richard L Day
East St. Louis and vicinity is the principal rail terminal of greater St. Louis. Fifteen of the 18 line-haul railroads entering the metropolitan area converge here, and 13 large classification yards and 11 freight houses are in service. Cars are inter- changed from one railroad to another at many points. Much of the St. Louis area's piggyback traffic is handled here. Of the nearly 400 truck lines, transfer companies, and freight forwarders serving greater St. Louis, 1 5 have established headquarters or terminals in East St. Louis. Along the Mississippi River front in and near East St. Louis are eight private barge docks for handling specific bulk commodities, including grain, petroleum products, coal, and liquid chemicals. There is also a general pur- pose dock. Two 22-inch natural gas, one 10-inch crude oil, and two eight-inch petro- leum products pipelines make deliveries to the East St. Louis area, while one 10-inch products pipeline originates at a refinery just south of the city.
Total through freight traffic in the East St. Louis area was estimated to be about 81 million tons in 1956, total terminating traffic about 12.5 million tons, and total originating traffic about 10.3 million tons. Consequently, 78 percent of all freight traffic was through traffic, although some of it originated or terminated elsewhere in the Metropolitan St. Louis area. The railroads moved about 60 percent of all freight tonnage in the terminal, trucks 19 percent, barges 14 percent, and pipelines 7 percent.
The dominant orientation of freight flow with respect to the East St. Louis gate- way is along a northeast-southwest axis which links the American Industrial Belt northeast of the gateway with the abundant resources and rapidly growing new industrial centers to the southwest, especially in Texas. About 85 percent of the through freight flow and much of the traffic originating and terminating within the East St. Louis area moves along this axis. A greater tonnage moves toward the northeast than toward the southwest.
Petroleum products account for the largest share of through freight traffic in the East St. Louis area, but in comparison to the composition of all freight traffic gen- erated in the United States, the following commodity groups move through in two to four times the national proportion: chemicals, primary metal products, machinery (including electrical), transportation equipment, paper products, lumber, and food products. Offsetting the above average commodity movements is the far smaller than average proportion of through unprocessed minerals traffic. Unprocessed miner- als, predominately crude oil and coal, do, however, account for as much as 60 percent of the freight tonnage terminated in the East St. Louis area. Petroleum products are the leading category of originated traffic, being responsible for about 40 percent of the outbound freight tonnage.
40
Estimated Annual
FREIGHT TRAFFIC DENSITY on Trunk Railroads EAST ST. LOUIS. 1956
Eoch How line inclydej
Estimated Annual
FREIGHT TRAFFIC DENSITY on Highways and Waterways and in Pipelines EAST ST. LOUIS. 1956
Eodi now Ikx inclvdM traffic
41
STATE AGENCIES DEALING WITH TRANSPORTATION
Illinois Commerce Commission
The Commission regulates several thousand utility companies selling their services in Illinois, including gas pipeline, steam and electric railroad, water pipeline, express, sleeping car, motor carrier, public grain elevator, wharfinger, and airline companies. Municipally owned and operated utilities are not under the jurisdiction of the Commission.
The primary duty of the Illinois Commerce Commission is to make certain that residents of the state using utility service receive continuously safe, efficient, and uninterrupted service at reasonable prices. The Commission maintains staffs of engineering, accounting, and rate experts. Information relating to transportation is filed with the Commission in two categories: the annual reports of all commion carriers in the state, and the dockets of cases considered by the Commission.
Department of Public Works and Buildings
This department contains two divisions concerned with transportation, the Division of Highways and the Division of Waterways. The Division of Highways is concerned with the design, construction, financing, and operation of state highways. Within the Division, the Bureau of Research and Planning is responsible for most research projects, such as road inventory data, redrawing county highway maps, conducting traffic and economic studies, and planning and programming highway costs. The Division of Waterways is charged with administering the laws and regulations which protect the interest of the people in the public waters of the state. Publications relating to transportation include the annual report of the Division of Highways, the annual report of the Division of Waterways, a state highway map. Annual State Highway Program, The State Highway Story, and Highway Bulletin, a bimonthly publication.
Department of Aeronautics
The Department of Aeronautics has the power and authority to establish definite pro- cedures and regulations to supplement and strengthen the laws and regulations of the Federal Civil Aeronautics Board and the Civil Aeronautics Administration. The Depart- ment can adopt and enforce proper zoning regulations in regard to the airport approach zones of public airports, and has the authority to act as agent for counties, cities, and airport authorities in developing and operating airports. The Department has undertaken surveys of aviation conditions in Illinois, in preparation for anticipated expansion in air travel. Publications include an annual report. Rules and Regulations of the Illinois Department of Aero- nautics, Aviation Directory, Index of Airport-Owning Municipalities, Illinois Aeronautical Chart, Airport Zoning Guide, and Illinois Aviation, a bimonthly publication.
42
SELECTED REFERENCE LIST OF DOCUMENTS PERTAINING TO TRANSPORTATION
General
American Commodity Flow: A Geographical Interpretation of Rail and Water
Traffic Based on Principles of Spatial Interchange, Edward L. Ullman, University of
Washington Press, 1957.
Annual Reports to Illinois Commerce Commission of regulated public utilities.
Commerce: Chicagoland Voice of Business, Chicago Association of Commerce and
Industry, pub. monthly.
Investigation of Bus Fares, Interstate Commerce Commission, Docket No. MC-C-550.
Papers Delivered at Governor's Conference on Industrial Development, Decatur,
Illinois, April, 1959.
Pennsylvania Transportation Resources, Pennsylvania Plant Location Factors, Report
No. 5, Pennsylvania Department of Commerce, October, 1958.
Trade and Transportation, Alfred W. Booth, Chap. 6 in The North .\merican Midwest,
ed. John H. Garland, John Wiley & Sons, Inc., 1955.
Transportation in the Wisconsin Economy, William H. Dodge, Wisconsin Commerce
Reports, Vol. 4, No. 4, 1955.
Transport Statistics in the United States for the Year Ended December 31, 1957,
Interstate Commerce Commission, Bureau of Transport Economics and Statistics.
Railroads
Annual Reports of Railroads Serving the State of Illinois.
Carload Waybill Statistics, Statements SS-1-7, Interstate Commerce Commission, Bu- reau of Transport Economics and Statistics, pub. annually. Modern Railroads, Watson Publications, Inc., pub. monthly. Railroad Age, Simmons-Boardman Publications Corporation, pub. weekly. The Official Guide of the Railroads and Steam Navigation Lines, National Railway Publications Company, pub. monthly. Trains: The Magazine of Railroading. Kalmbach Publishing Company, pub. monthly.
Roads and Trucking
Automobile Facts and Figures, Automobile Manufacturers Association, 38th Edition, 1958. Commodity Movements by Truck— Pilot Survey, March-May, 1953, U.S. Bureau of the Census, Transportation Division, December, 1954. Docket No. MC 10760, Exhibit Nos. 18-25, Illinois Commerce Commission.
43
Highway Statistics— 1957, U.S. Department of Commerce, Bureau of Public Roads, 1959. Way to Ship from Chicago, Chicago Association of Commerce and Industry, Transporta- tion Division, 1959.
American Trucking Associations, Inc.
A.T.A. Shippers' Guide for Illinois, 1958.
Intercity Truck Tonnage, Full Year, 1957, 1958.
Intercity Truck Tonnage, 3d Quarter, 1958, by Regions, Commodities, and Types of
Carriage, December, 1958.
Division of Highways, State of Illinois
Fortieth Annual Report, July, 1958.
Highway Bulletin, pub. bimonthly.
Highways and Their Meaning to Illinois Citizens, July, 1958.
Illinois Highway Story, 1959 Edition.
Air Transportation
Air Cargo, Part 11, Official Reference of the Air Traffic Conference of America, March- April, 1959.
Air Commerce Traffic Pattern, Fiscal Year 1958, U.S. Department of Commerce, Civil Aeronautics Administration, November, 1958.
Official Airline Guide, World Wide Edition, American Aviation Publication, Inc., De- cember, 1959.
The Air Passenger Hinterland of Chicago, Edward J. Taaffe, University of Chicago, Research Paper No. 24, 1952.
Trends in Airline Passenger Traffic: A Geographic Case Study, Edward J. Taaffe, in Annals of the Association of American Geographers, Vol. 49, No. 4, 1959.
Department of Aeronautics, State of Illinois
Annual Report, July 1, 1957-June 30, 1958.
Aviation Directory.
Illinois Airport Directory, 1958.
Illinois Aviation, pub. bimonthly.
Laws Pertaining to Aeronautics, 1955.
Pipelines
Mineral Resources, Atlas of Illinois Resources, Section II, 1959.
Petroleum Facts and Figures, Centennial Edidon, American Petroleum Institute, 1959.
Water Transportation
Annual Report, State of Illinois, Division of Waterways.
Commodity Origins, Traffic and Markets Accessible to Chicago Via the Illinois
Waterway, J. Edwin Becht, Ph.D. Thesis, University of Illinois, pub. by the Illinois River
Carriers' Association, 1952.
Handbook on Foreign Trade, Chicago and Northwestern Railway Company, 1959.
Interstate Port Handbook, 25th edition, Rockwell F. Clancy, 1959.
Potential Effects of St. Lawrence Seaway, U.S. Department of Agriculture, Marketing
Research Division, Report No. 319 (1959).
The Effects of the St. Lawrence Seaway on Grain Movements, Joseph R. Hartley,
Indiana University, Bureau of Business Research, Indiana Business Report No. 24.
44
The Future of the Illinois Waterway, Cecil B. Haver and Edward F. Renshaw, Uni- versity of Chicago, 1957.
Corps oj Engineers, United States Department oj the Army
Waterborne Commerce of the United States, Calendar Year 1958, Part 2, Waterways
and Harbors — Gulf Coast, Mississippi River System, and Antilles.
Waterborne Commerce of the United States, Calendar Year 1958, Part 3, Waterways
and Harbors— Great Lakes.
Waterborne Commerce of the United States, Calendar Year 1958, Part 5, National
Summaries.
Waterborne Commerce of the United St.\tes, Calendar Year 1958, Domestic Inland
Traffic — Areas of Origin and Destination of Principal Commodities. Supplement to Part 5 —
National Summaries.
Chicago
Export Traffic: Port of Chicago — Projection through 1965, Chicago Association of
Commerce and Industry, Business Research and Statistics Division, 1959.
Great Lakes-Overseas: An Expanding Trade Route, Harold M. Mayer, Economic
Geography, Vol. 30, No. 2, April, 1954.
Localization of Railway Facilities in Metropolitan Centers as Typified by Chicago,
Harold M. Mayer, Journal of Land and Public Utility Economics, Vol. 20, 1944.
Truck Transportation Patterns of Chicago, Jerome D. Fellmann, University of Chicago,
Research Paper No. 12, 1950.
The St. Lawrence Seaway: Its Impact, by 1965, Upon Industry of Metropolitan
Chicago and Illinois Waterway-Associated Areas. Vol. 1, 1959, Joseph A. Russell,
Jerome D. Fellmann, and Howard G. Roepke. Vol. 2, 1960, Joseph A. Russell, Jerome D.
Fellmann, Howard G. Roepke, and Alfred W. Booth. State of Illinois, Division of Industrial
Planning and Development, and Chicago Association of Commerce and Industry.
East St. Louis
East St. Louis: A Transportation and Freight Traffic Center, Richard L. Day, Ph.D. Thesis, University of Illinois, 1959.
45
INDEX OF COUNTIES. CITIES, AND TOWNS
Incorporated Cities and Towns with Populations of 1000 or more in 1950
|
Counly |
Map Coordinate |
County |
Map Coordinate |
County |
Map Coordinate |
County |
Map Coordinate |
|
Adams |
A-8 |
Ford |
G-6 |
Livingston |
G-5 |
Randolph |
D-13 |
|
Alexander |
E-16 |
Franklin |
F-1 3 |
Logan |
E-7 |
Richland |
H-11 |
|
Bond |
E-11 |
Fulton |
D-6 |
McDonough |
B-6 |
Rock Island |
B-4 |
|
Boone |
F-1 |
Gallatin |
H-14 |
McHenry |
G-1 |
St. Clair |
D-12 |
|
Brown |
B-8 |
Greene |
C-10 |
McLean |
F-6 |
Saline |
G-14 |
|
Bureau |
E-4 |
Grundy |
G-4 |
Macon |
F-8 |
Sangamon |
E-9 |
|
Calhoun |
B-10 |
Hamilton |
G-13 |
Macoupin |
D-10 |
Schuyler |
C-7 |
|
Carroll |
D-2 |
Hancock |
A-7 |
Madison |
D-11 |
Scott |
C-9 |
|
Cass |
C-8 |
Hardin |
H-15 |
Marion |
F-1 2 |
Shelby |
G-10 |
|
Champaign |
H-7 |
Henderson |
B-5 |
Marshall |
F-5 |
Stark |
D-5 |
|
Christian |
E-9 |
Henry |
D-4 |
Mason |
D-7 |
Stephenson |
E-1 |
|
Clark |
J-10 |
Iroquois |
J-6 |
Massac |
F-1 6 |
Tazewell |
E-6 |
|
Clay |
G-11 |
Jackson |
E-14 |
Menard |
D-8 |
Union |
E-15 |
|
Clinton |
E-12 |
Jasper |
H-10 |
Mercer |
B-4 |
Vermilion |
J-7 |
|
Coles |
H-9 |
Jefferson |
F-1 3 |
Monroe |
C-1 3 |
Wabash |
J-12 |
|
Cook |
J-2 |
Jersey |
C-10 |
Montgomery |
E-10 |
Warren |
C-6 |
|
Crawford |
J-II |
Jo Daviess |
C-1 |
Morgan |
C-8 |
Washington |
E-12 |
|
Cumberland |
H-10 |
Johnson |
F-1 5 |
Moultrie |
G-9 |
Wayne |
G-1 2 |
|
DeKalb |
F-2 |
Kane |
G-2 |
Ogle |
E-2 |
White |
H-1 3 |
|
De Witt |
F-7 |
Kankakee |
H-4 |
Peoria |
D-5 |
Whiteside |
D-3 |
|
Douglas |
H-8 |
Kendall |
G-3 |
Perry |
E-13 |
Will |
H-4 |
|
Du Page |
H-2 |
Knox |
C-5 |
Piatt |
G-8 |
Williamson |
F-1 4 |
|
Edgar |
J-9 |
Lake |
H-1 |
Pike |
B-9 |
Winnebago |
F-1 |
|
Edwards |
H-12 |
La Salle |
F-4 |
Pope |
G-1 5 |
Woodford |
F-5 |
|
Effingham |
G-10 |
Lawrence |
J-11 |
Pulaski |
F-16 |
||
|
Fayette |
F-10 |
Lee |
E-3 |
Putnam |
E-4 |
Cities and Towns
|
Place |
Map Coordinate |
Population |
County |
Place |
Map Coordinate |
Population |
County |
|
Abington |
C-5 |
3,330 |
Knox |
Auburn |
D-9 |
1,963 |
Sangamon |
|
Albion • |
H-12 |
2,287 |
Edwards |
Aurora |
G-3 |
50,576 |
Kane |
|
Aledo* |
B-4 |
2,919 |
Mercer |
Barrington |
H-1 |
4,209 |
Cook-Lake |
|
Algonquin |
G-1 |
1,223 |
McHenry |
Barry |
B-9 |
1,529 |
Pike |
|
Alorton |
C-1 2 |
2,547 |
St. Clair |
Bartonville |
E-6 |
2,437 |
Peoria |
|
Alsip |
J-3 |
1,228 |
Cook |
Batavia |
G-2 |
5,838 |
Kane |
|
Altamont |
G-10 |
1,580 |
Effingham |
Beardstown |
C-8 |
6,080 |
Cass |
|
Alton |
c-n |
32,550 |
Madison |
Beckemeyer |
E-12 |
1,045 |
Clinton |
|
Amboy |
E-3 |
2,128 |
Lee |
Belleville* |
D-12 |
32,721 |
St. Clair |
|
Anna |
E-15 |
4,380 |
Union |
Bellevue |
E-6 |
1,529 |
Peoria |
|
Antioch |
H-1 |
1,307 |
Lake |
Bellwood |
H-2 |
8,746 |
Cook |
|
Areola |
G-9 |
1,700 |
Douglas |
Belvidere * |
F-1 |
9,422 |
Boone |
|
Arlington Hts. |
H-2 |
8,768 |
Cook |
Bement |
G-8 |
1,459 |
Piatt |
|
Arthur |
G-8 |
1,573 |
Douglas- |
Benld |
D-10 |
2,093 |
Macoupin |
|
Moultrie |
Bensenville |
H-2 |
3,754 |
Du Page |
|||
|
Ashland |
D-8 |
1,039 |
Cass |
Benton * |
F-1 3 |
7,848 |
Franklin |
|
Assumption |
F-9 |
1,466 |
Christian |
Berkeley |
H-2 |
1,882 |
Cook |
|
Astoria |
C-7 |
1,308 |
Fulton |
Berwyn |
J-2 |
51,280 |
Cook |
|
Athens |
D-8 |
1,048 |
Menard |
Bethalto |
D-11 |
2,115 |
Madison |
|
Atlanta |
E-7 |
1,331 |
Logan |
Bloomington * |
F-6 |
34,163 |
McLean |
■ County Seat
46
|
Placi |
Map Coordinate |
Population |
County |
Place |
Map Coordinatt |
Population |
County |
|
Blue Island |
J-3 |
17,622 |
Cook |
Dallas City |
A-6 |
1,275 |
Hancock- |
|
Bourbonnais |
H-4 |
1,598 |
Kankakee |
Henderson |
|||
|
Bradley |
H-4 |
5,699 |
Kankakee |
DanvUle • |
J-7 |
37,864 |
Vermilion |
|
Braidwood |
H-4 |
1,485 |
Will |
Decatur* |
F-8 |
66,269 |
Macon |
|
Brcese |
E-12 |
2,181 |
Clinton |
Dcerfield |
J-1 |
3,288 |
Lake |
|
Bridgeport |
J-11 |
2,358 |
Lawrence |
De Kalb |
G-2 |
11,708 |
DcKalb |
|
Bridgevicw |
J-3 |
1,393 |
Cook |
Delavan |
E-7 |
1,248 |
Tazewell |
|
Broadview |
H-2 |
5,196 |
Cook |
Depuc |
£-4 |
2,163 |
Bureau |
|
Brookfield |
H-2 |
15,472 |
Cook |
Dcs Plaines |
H-2 |
14,994 |
Cook |
|
Brooklyn |
C-12 |
2,568 |
St. Clair |
Divernon |
E-9 |
1,013 |
Sangamon |
|
Brookport |
G-16 |
1,119 |
Massac |
Dixmoor |
J-3 |
1,327 |
Cook |
|
Bunker Hill |
D-11 |
1,238 |
Macoupin |
Dixon * |
E-2 |
11,523 |
Lee |
|
Burnham |
J-3 |
1,331 |
Cook |
Dolton |
J-3 |
5,558 |
Cook |
|
Bushnell |
C-6 |
3,317 |
McDonough |
Downers Grove |
H-3 |
11,886 |
DuPage |
|
Byron |
E-1 |
1,237 |
Ogle |
Dupo |
C-12 |
2,239 |
St. Clair |
|
Cairo* |
F-16 |
12,123 |
Alexander |
Du Quoin |
E-1 4 |
7,147 |
Perry |
|
Calumet City |
J-3 |
15,799 |
Cook |
Dwight |
G-5 |
2.843 |
Livingston |
|
Calumet Park |
J-3 |
2,500 |
Cook |
EarlvUle |
F-3 |
1,217 |
La Salle |
|
Cambridge* |
C-4 |
1,489 |
Henry |
East Alton |
D-U |
7.290 |
Madison |
|
Canton |
D-6 |
11,927 |
Fulton |
East Chicago Hts. |
J-3 |
1,548 |
Cook |
|
Carbondale |
F-14 |
10,921 |
Jackson |
East Dubuque |
C-1 |
1,697 |
Jo Daviess |
|
CarlinviUc' |
D-10 |
5,116 |
Macoupin |
East Dundee |
H-2 |
1,466 |
Kane |
|
Carlylc * |
E-12 |
2,669 |
Clinton |
East Hazel Crest |
J-3 |
1,066 |
Cook |
|
CcU-mi * |
H-13 |
5,574 |
White |
East Moline |
C-3 |
13,913 |
Rock Island |
|
Carpentersv-ille |
H-2 |
1,523 |
Kane |
East Peoria |
E-5 |
8,698 |
Tazewell |
|
Carrier Mills |
G-14 |
2,252 |
Saline |
East St. Louis |
C-12 |
82,295 |
St. Clair |
|
CarroUton* |
C-10 |
2,437 |
Greene |
Edwardsvillc * |
D-11 |
8,776 |
Madison |
|
Cartcrville |
F-14 |
2,716 |
Williamson |
Effingham* |
G-10 |
6,892 |
Effingham |
|
Carthage * |
A-7 |
3,214 |
Hancock |
Eldorado |
G-14 |
4,500 |
Saline |
|
Casey |
H-10 |
2,734 |
Clark |
Elgin |
G-2 |
44.223 |
Cook-Kane |
|
Caseyville |
D-12 |
1,209 |
St. Clair |
Elmhurst |
H-2 |
21.273 |
Du Page |
|
Central City |
F-12 |
1,231 |
Marion |
Elmwood |
D-5 |
1,613 |
Peoria |
|
Centralia |
F-12 |
13,863 |
Clinton- |
Elmwood Park |
J-2 |
18,801 |
Cook |
|
Marion |
El Paso |
F-6 |
1,818 |
Woodford |
|||
|
Ccrro Gordo |
G-8 |
1,052 |
Piatt |
Erie |
D-3 |
1,180 |
Whiteside |
|
Champaign |
H.7 |
39,563 |
Champaign |
Eureka* |
E-6 |
2,367 |
Woodford |
|
Charleston * |
H-9 |
9,164 |
Coles |
Evanston |
J-2 |
73,641 |
Cook |
|
Chatsworth |
G-6 |
1,119 |
Livingston |
Evergreen Park |
J-3 |
10.531 |
Cook |
|
Chenoa |
G-6 |
1,452 |
McUan |
Fairbury |
G-6 |
2,433 |
Livingston |
|
Chester * |
D-14 |
5,389 |
Randolph |
Fairfield* |
G-l 2 |
5.576 |
Wayne |
|
Chicago • |
J-2 |
3,620,962 |
Cook |
Fairmont City |
D-12 |
2,284 |
St. Clair |
|
Chicago Hts. |
J-3 |
24,551 |
Cook |
Farmer City |
G-7 |
1,752 |
De Witt |
|
ChiUicothe |
E-5 |
2,767 |
Peoria |
Farmington |
D-6 |
2.651 |
Fulton |
|
ChrUman |
J-8 |
1,071 |
Edgar |
Flora |
G-l 2 |
5,255 |
Clay |
|
Christopher |
F-H |
3,545 |
Franklin |
Flossmoor |
J-3 |
1,804 |
Cook |
|
Cicero |
J-2 |
67,544 |
Cook |
Forest Park |
J-2 |
14.969 |
Cook |
|
Clarendon Hills |
H-3 |
2,437 |
Du Page |
Forrest |
G-5 |
1.040 |
Livingston |
|
Clay City |
G-11 |
1,103 |
Clay |
Forreston |
E-2 |
1.048 |
Ogle |
|
Clinton • |
F-7 |
5.945 |
DcWitt |
Fox Lake |
H-1 |
2,238 |
Lake |
|
Coal City |
G-4 |
2,220 |
Grundy |
Fox River Grove |
H-1 |
3.313 |
McHenry |
|
Cobden |
E-1 5 |
1,104 |
Union |
Franklin Park |
H-2 |
8,899 |
Cook |
|
Colchester |
B-7 |
1,551 |
McDonough |
Freeburg |
D-12 |
1,661 |
St. Clair |
|
Collins villc |
D-12 |
11,862 |
Madison- |
Freeport * |
E-1 |
22,467 |
Stephenson |
|
St. Clair |
Fulton |
D-2 |
2.706 |
Whiteside |
|||
|
Columbia |
C-12 |
2,179 |
Monroe |
Galena* |
C-1 |
4,648 |
Jo Daviess |
|
Coulterv-illc |
E-1 3 |
1,160 |
Randolph |
Galesburg* |
C-5 |
31,425 |
Knox |
|
Crete |
J-3 |
2,298 |
Will |
Galva |
D-4 |
2.886 |
Henry |
|
Creve Coeur |
E-6 |
5,499 |
Tazewell |
Gcnesco |
D-3 |
4.325 |
Henry |
|
Crotty |
G-4 |
1,435 |
La Salle |
Geneva* |
G-2 |
5,139 |
Kane |
|
Crystal Lake |
G-l |
4,832 |
McHcnry |
Genoa |
G-2 |
1,690 |
DeKalb |
|
Cuba |
C-6 |
1,482 |
Fulton |
Georgetown |
J-8 |
3,294 |
Vermilion |
' County Scat
47
|
Place |
Map Coordinate |
Population |
County |
Place |
Map Coordinate |
Population |
County |
|
Gibson |
G-6 |
3,029 |
Ford |
Lawrenceville * |
J-11 |
6,328 |
Lawrence |
|
Gillespie |
D-10 |
4,105 |
Macoupin |
Lebanon |
D-12 |
2,417 |
St. Clair |
|
Oilman |
H-5 |
1,602 |
Iroquois |
Lemont |
H-3 |
2,757 |
Cook |
|
Girard |
D-9 |
1,740 |
Macoupin |
Lena |
D-1 |
1,227 |
Stephenson |
|
Glen Carbon |
D-11 |
1,176 |
Madison |
LeRoy |
F-7 |
1,820 |
McLean |
|
Glencoe |
J-1 |
6,980 |
Cook |
Lewistown * |
D-7 |
2,630 |
Fulton |
|
Glen Ellyn |
H-2 |
9,524 |
Du Page |
Lexington |
F-6 |
1,181 |
McLean |
|
Glenview |
J-2 |
6,142 |
Cook |
Libertyville |
H-1 |
5,425 |
Lake |
|
Golconda * |
G-15 |
1,066 |
Pope |
Lincoln * |
E-7 |
14,362 |
Logan |
|
Grafton |
C-11 |
1,117 |
Jersey |
Lincolnwood |
J-2 |
3,072 |
Cook |
|
Grandview |
E-8 |
1,349 |
Sangamon |
Litchfield |
E-1 |
7,208 |
Montgomery |
|
Granite City |
C-12 |
29,465 |
Madison |
Lockport |
H-3 |
4,955 |
Will |
|
Grays Lake |
H-1 |
1,970 |
Lake |
Lombard |
H-2 |
9,817 |
Du Page |
|
Grayville |
H-13 |
2,461 |
White- |
Loves Park |
F-1 |
5,366 |
Winnebago |
|
Edwards |
Lovington |
G-9 |
1,152 |
Moultrie |
|||
|
Greenup |
H-10 |
1,360 |
Cumberland |
Lyons |
J-2 |
6,120 |
Cook |
|
Greenville * |
E-11 |
4,069 |
Bond |
McHenry |
H-1 |
2,080 |
McHenry |
|
Griggs viUe |
B-9 |
1,199 |
Pike |
McLeansboro * |
G-1 3 |
3,008 |
Hamilton |
|
Gurnee |
H-1 |
1,097 |
Lake |
Mackinaw |
E-6 |
1,011 |
Tazewell |
|
Hamilton |
A-7 |
1,776 |
Hancock |
Macomb* |
B-6 |
10,592 |
McDonough |
|
Hanover |
C-1 |
1,643 |
Jo Daviess |
Madison |
C-12 |
7,963 |
Madison |
|
Harrisburg * |
G-14 |
10,999 |
Saline |
Mahomet |
G-7 |
1,017 |
Champaign |
|
Hartford |
D-11 |
1,909 |
Madison |
Manteno |
J-4 |
1,789 |
Kankakee |
|
Harvard |
G-1 |
3,464 |
McHenry |
Marengo |
G-1 |
2,726 |
McHenry |
|
Harvey |
J-3 |
20,683 |
Cook |
Marion * |
F-14 |
10,459 |
Williamson |
|
Havana* |
D-7 |
4,398 |
Mason |
Marissa |
D-13 |
1,652 |
St. Clair |
|
Hazel Crest |
J-3 |
2,129 |
Cook |
Markham |
J-3 |
2,753 |
Cook |
|
Henry |
E-5 |
1,966 |
Marshall |
Maroa |
F-8 |
1,100 |
Macon |
|
Herrin |
F-14 |
9,331 |
Williamson |
Marseilles |
G-4 |
4,514 |
La Salle |
|
Heyworth |
F-7 |
1,072 |
McLean |
Marshall * |
J-9 |
2,960 |
Clark |
|
Highland |
D-11 |
4,283 |
Madison |
Martinsville |
H-10 |
1,440 |
Clark |
|
Highland Park |
J-1 |
16,808 |
Lake |
Mascoutah |
D-12 |
3,009 |
St. Clair |
|
Highwood |
J-1 |
3,813 |
Lake |
Mason City |
D-7 |
2,004 |
Mason |
|
Hillsboro* |
E-10 |
4,141 |
Montgomery |
Matteson |
J-3 |
1,211 |
Cook |
|
Hillside |
H-2 |
2,131 |
Cook |
Mattoon |
G-9 |
17,547 |
Coles |
|
Hinsdale |
H-3 |
8,676 |
Du Page- |
Maywood |
J-2 |
27,473 |
Cook |
|
Cook |
Melrose Park |
J-2 |
13,366 |
Cook |
|||
|
Homer |
H-8 |
1,030 |
Champaign |
Mendota |
F-3 |
5,129 |
La Salle |
|
Homewood |
J-3 |
5,887 |
Cook |
Merrionette Park |
J-3 |
1,101 |
Cook |
|
Hoopeston |
J-6 |
5,992 |
Vermilion |
Metamora |
E-5 |
1,368 |
Woodford |
|
Itasca |
H-2 |
1,274 |
Du Page |
Metropolis * |
G-1 6 |
6,093 |
Massac |
|
Jacksonville * |
G-9 |
20,387 |
Morgan |
Midlothian |
J-3 |
3,216 |
Cook |
|
Jerseyville * |
C-10 |
5,792 |
Jersey |
Milan |
C-4 |
1,737 |
Rock Island |
|
Johnson City |
F-14 |
4,479 |
Williamson |
Milford |
J-6 |
1,648 |
Iroquois |
|
Joliet * |
H-3 |
51,601 |
Will |
MiUedgeville |
D-2 |
1,044 |
Carroll |
|
Jonesboro * |
E-15 |
1,607 |
Union |
Millstadt |
D-12 |
1,566 |
St. Clair |
|
Kankakee * |
H-4 |
25,856 |
Kankakee |
Minonk |
F-5 |
1,955 |
Woodford |
|
Keithsburg |
B-5 |
1,006 |
Mercer |
Moline |
C-3 |
37,397 |
Rock Island |
|
Kenilworth |
J-2 |
2,789 |
Cook |
Momence |
J-4 |
2,644 |
Kankakee |
|
Kewanee |
D-4 |
16,821 |
Henry |
Monmouth * |
C-5 |
10,193 |
Warren |
|
Kincaid |
E-9 |
1,793 |
Christian |
Monticello * |
G-8 |
2,612 |
Piatt |
|
Knoxviile |
C-5 |
2,209 |
Knox |
Morris * |
G-4 |
6,926 |
Grundy |
|
Lacon * |
E-5 |
2,020 |
Marshall |
Morrison * |
D-3 |
3,531 |
Whiteside |
|
Ladd |
F-3 |
1,224 |
Bureau |
Morrisonville |
E-9 |
1,182 |
Christian |
|
La Grange |
H-2 |
12,002 |
Cook |
Morton |
E-6 |
3,692 |
Tazewell |
|
La Grange Park |
H-2 |
6,176 |
Cook |
Morton Grove |
J-2 |
3,926 |
Cook |
|
La Harpe |
B-6 |
1,295 |
Hancock |
Mound City* |
F-1 6 |
2,167 |
Pulaski |
|
La Salle |
F-4 |
12,083 |
La Salle |
Mounds |
F-1 6 |
2,001 |
Pulaski |
|
Lake Bluff |
J-1 |
2,000 |
Lake |
Mount Carmel * |
J-12 |
8,732 |
Wabash |
|
Lake Forest |
J-1 |
7,819 |
Lake |
Mount Carroll* |
D-2 |
1,950 |
Carroll |
|
Lanark |
D-2 |
1,359 |
Carroll |
Mount Morris |
E-2 |
2,709 |
Ogle |
|
Lansing |
J-3 |
8,682 |
Cook |
Mount Olive |
D-10 |
2,401 |
Macoupin |
48
|
Place |
Map CoordtnaU |
Population |
Courtly |
Pla.. |
.\tap ordinal/ |
Population |
County |
|
Mount Prospect |
H-2 |
4,009 |
Cook |
Port Byron |
C-3 |
1,050 |
Rock Island |
|
Mount Pulaski |
E-8 |
1,526 |
Logan |
Posen |
J-3 |
1,795 |
Cook |
|
Mount Sterling • |
B-8 |
2,246 |
Brown |
Princeton * |
E-4 |
5,765 |
Bureau |
|
Mount Vernon * |
F-13 |
15,600 |
Jefferson |
Prince ville |
D-5 |
1,113 |
Peoria |
|
Mowcaqua |
F-9 |
1,475 |
Shelby |
Prophetstown |
D.3 |
1,691 |
Whiteside |
|
Mundelein |
H-1 |
3,189 |
Lake |
Quincy* |
A-8 |
41,450 |
Adams |
|
Murphysboro* |
E-14 |
9,241 |
Jackson |
Rantoul |
H-7 |
6,387 |
Champaign |
|
Naperville |
H-3 |
7,013 |
DuPagc |
Red Bud |
D.13 |
1,519 |
Randolph |
|
Nashville * |
E-13 |
2,432 |
Washington |
Ridgway |
H-14 |
1,148 |
Gallatin |
|
Nauvoo |
A-6 |
1,242 |
Hancock |
Riverdalc |
J-3 |
5,840 |
Cook |
|
Neoga |
G-10 |
1,125 |
Cumberland |
River Forest |
J-2 |
10,823 |
Cook |
|
New Athens |
D-13 |
1,518 |
St. Clair |
River Grove |
J-2 |
4,839 |
Cook |
|
New Baden |
D-12 |
1,428 |
Clinton- |
Riverside |
H-2 |
9,153 |
Cook |
|
St. Clair |
Riverton |
E.8 |
1,450 |
Sangamon |
|||
|
New Lenox |
H-3 |
1,235 |
Will |
Roanoke |
F-5 |
1,368 |
Woodford |
|
Newman |
H-8 |
1,140 |
Douglas |
Robbins |
J-3 |
4,766 |
Cook |
|
Newton * |
H-11 |
2,780 |
Jasper |
Robinson * |
J-11 |
6,407 |
Crawford |
|
Niles |
J-2 |
3,587 |
Cook |
Rochelle |
F-2 |
5,449 |
Ogle |
|
Nokomis |
E-10 |
2,544 |
Montgomery |
Rockdale |
H-3 |
1,393 |
Will |
|
Normal |
F-6 |
9,772 |
McLean |
Rock Falls |
D-3 |
7,983 |
Whiteside |
|
Norridge |
J-2 |
3,428 |
Cook |
Rockford* |
F-1 |
92,927 |
Winnebago |
|
NorrU City |
G-14 |
1,370 |
White |
Rock Island * |
C-3 |
48,710 |
Rock Island |
|
Northbrook |
J-1 |
3,348 |
Cook |
Rockton |
F-1 |
1,432 |
Winnebago |
|
North Chicago |
J-1 |
8,628 |
Lake |
Roodhouse |
C-9 |
2,368 |
Greene |
|
North Chillicothe |
E.5 |
1,741 |
Peoria |
Rosclle |
H-2 |
1,038 |
Du Page |
|
Northficld |
J-2 |
1,426 |
Cook |
Roscvillc |
B-6 |
1,080 |
Warren |
|
North Lake |
H-2 |
4,361 |
Cook |
Rosiclare |
G-15 |
2,086 |
Hardin |
|
North Pekin |
E-6 |
1,758 |
Tazewell |
Ross ville |
J-7 |
1,382 |
Vermilion |
|
North Riverside |
J-2 |
3,230 |
Cook |
Round Lake Beach |
H-1 |
1,892 |
Lake |
|
Oak Forest |
J-3 |
1,856 |
Cook |
Round Lake Park |
H-1 |
1,836 |
Lake |
|
Oak Lawn |
J-3 |
8,751 |
Cook |
Roxana |
D-11 |
1,911 |
Madison |
|
Oak Park |
J-2 |
63,529 |
Cook |
Royalton |
F-14 |
1,506 |
Franklin |
|
Oblong |
H-11 |
1,639 |
Crawford |
Rushvillc * |
C-7 |
2,682 |
Schuyler |
|
Odin |
F-12 |
1,341 |
Marion |
St. Anne |
J-5 |
1,403 |
Kankakee |
|
O'Fallon |
D-12 |
3,022 |
St. Clair |
St. Charles |
G-2 |
6,709 |
Kane |
|
Oglcsby |
F-4 |
3,922 |
La Salle |
St. Elmo |
F-11 |
1,716 |
Fayette |
|
Olney* |
H-ll |
8,612 |
Richland |
St. Francisvillc |
J-12 |
1,117 |
Lawrence |
|
Onarga |
H-6 |
1,455 |
Iroquois |
Salem* |
F-12 |
6,159 |
Marion |
|
Oregon* |
E.2 |
3,205 |
Ogle |
Sandoval |
F-12 |
1,531 |
Marion |
|
Oswego |
G-3 |
1,220 |
Kendall |
Sandwich |
G-3 |
3,027 |
DeKalb |
|
Ottawa* |
F-4 |
16,957 |
La Salle |
Savanna |
D-2 |
5,058 |
Carroll |
|
Palatine |
H-2 |
4,079 |
Cook |
Schiller Park |
H-2 |
1,384 |
Cook |
|
Palestine |
J-Il |
1,589 |
Crawford |
Sesser |
F-13 |
2,086 |
Franklin |
|
Pana |
F-9 |
6,178 |
Christian |
Shawnectown * |
H-14 |
1,917 |
Gallatin |
|
Paris* |
J-9 |
9,460 |
Edgar |
Shclbyville ' |
F-9 |
4,462 |
Shelby |
|
Park Forest |
J-3 |
8,130 |
Cook |
Sheldon |
J-5 |
1,114 |
Iroquois |
|
Park Ridge |
H-2 |
16,602 |
Cook |
Silvis |
C-3 |
3,055 |
Rock Island |
|
Pax ton * |
H-6 |
3,795 |
Ford |
Skokie |
J-2 |
14,832 |
Cook |
|
Pecatonica |
E-1 |
1,438 |
Winnebago |
South Beloit |
F-1 |
3.221 |
Winnebago |
|
Pekin • |
E-6 |
21,858 |
Tazewell |
South Chicago Hts. |
J-3 |
2,129 |
Cook |
|
Peoria * |
E-6 |
111,856 |
Peoria |
South Elgin |
G-2 |
1,220 |
Kane |
|
Peoria Heights |
E-6 |
5,425 |
Peoria |
South Holland |
J-3 |
3,247 |
Cook |
|
Peotone |
J-4 |
1,395 |
Will |
South Jacksonville |
C-9 |
1,165 |
Morgan |
|
Peru |
F-4 |
8,653 |
La Salle |
South Pekin |
E-6 |
1,043 |
Tazewell |
|
Petersburg * |
D-8 |
2,325 |
Menard |
Sparta |
D-13 |
3,576 |
Randolph |
|
Phoenix |
J-3 |
3,606 |
Cook |
Springfield* |
E-8 |
81,628 |
Sangamon |
|
Pinckncyvillc * |
E.I3 |
3,299 |
Perry |
Spring Valley |
F-4 |
4,916 |
Bureau |
|
Pittsficid • |
B-9 |
3,564 |
Pike |
Staunton |
D-11 |
4,047 |
Macoupin |
|
Plainfirld |
H-3 |
1,764 |
Will |
Stcclville |
E-14 |
1,353 |
Randolph |
|
Piano |
G-3 |
2,154 |
Kendall |
Stcgcr |
J-3 |
4,358 |
Will-Cook |
|
Polo |
E-2 |
2.242 |
Ogle |
Sterling |
D-3 |
12,817 |
Whiteside |
|
Pontiac • |
G-5 |
8,990 |
Livingston |
Stickney |
J-2 |
3,317 |
Cook |
49
|
Plact |
Map CoordinaU |
Population |
County |
Place |
Map Coordinate |
Population |
County |
|
Stockton |
D-1 |
1,445 |
Jo Daviess |
Wauconda |
H-1 |
1,173 |
Lake |
|
Stone Park |
J-2 |
1,414 |
Cook |
Waukegan * |
J-1 |
38,946 |
Lake |
|
Stonington |
F-9 |
1,120 |
Christian |
Waverly |
D-9 |
1,330 |
Morgan |
|
Streator |
F-4 |
16,469 |
La Salle- |
Wenona |
F-5 |
1,005 |
Marshall |
|
Livingston |
Westchester |
H-2 |
4,308 |
Cook |
|||
|
Sullivan * |
G-9 |
3,470 |
Moultrie |
West Chicago |
H-2 |
3,973 |
Du Page |
|
Summit |
J-3 |
8,957 |
Cook |
West City |
F-14 |
1,081 |
Franklin |
|
Sumner |
J-11 |
1,170 |
Lawrence |
West Dundee |
H-2 |
1,948 |
Kane |
|
Swansea |
D-1 2 |
1,816 |
St. Clair |
Western Springs |
H-2 |
6,364 |
Cook |
|
Sycamore * |
G-2 |
5,912 |
De Kalb |
West Frankfort |
F-14 |
11,384 |
FranUin |
|
Taylorville * |
E-9 |
9,188 |
Christian |
Westmont |
H-3 |
3,402 |
Du Page |
|
Thornton |
J-3 |
1,217 |
Cook |
Westville |
J-8 |
3,196 |
Vermilion |
|
Tilton |
J-7 |
1,638 |
Vermilion |
Wheaton * |
H-2 |
11,638 |
Du Page |
|
Tinley Park |
J-3 |
2,326 |
Cook |
White Hall |
C-9 |
3,082 |
Greene |
|
Tolono |
H-8 |
1,065 |
Champaign |
Willow Springs |
H-3 |
1,314 |
Cook |
|
Toluca |
F-5 |
1,419 |
Marshall |
Wilmette |
J-2 |
18,162 |
Cook |
|
Toulon * |
D-5 |
1,173 |
Stark |
Wilmington |
H-4 |
3,354 |
Will |
|
Tremont |
E-6 |
1,138 |
Tazewell |
Winchester* |
C-9 |
1,591 |
Scott |
|
Trenton |
E-12 |
1,432 |
Clinton |
Windsor |
G-9 |
1,008 |
Shelby |
|
Troy |
D-11 |
1,260 |
Madison |
Winnetka |
J-2 |
12,105 |
Cook |
|
Tuscola* |
H-8 |
2,960 |
Douglas |
Winthrop Harbor |
J-2 |
1,765 |
Lake |
|
Urbana* |
H-7 |
22,834 |
Champaign |
Witt |
E-10 |
1,156 |
Montgomery |
|
Vandalia* |
F-11 |
5,471 |
Fayette |
Wood Dale |
H-2 |
1,857 |
Du Page |
|
Venice |
C-12 |
6,226 |
Madison |
Wood River |
D-11 |
10,190 |
Madison |
|
Vienna* |
F-15 |
1,085 |
Johnson |
Woodstock * |
G-1 |
7,192 |
McHenry |
|
Villa Grove |
H-8 |
2,026 |
Douglas |
Worth |
J-3 |
1,472 |
Cook |
|
Villa Park |
H-2 |
8,821 |
Du Page |
Wyoming |
D-5 |
1,496 |
Stark |
|
Virden |
D-9 |
3,206 |
Macoupin |
Zeigler |
F-14 |
2,516 |
Franklin |
|
Virginia* |
C-8 |
1,572 |
Cass |
Zion |
J-1 |
8,950 |
Lake |
|
Walnut |
E-3 |
1,093 |
Bureau- |
||||
|
Washington |
County Seats WITH |
POPULATIONSOF Lessthan 1 OOOlN 1 950 |
|||||
|
Wamac |
F-12 |
1,429 |
Marion- |
||||
|
Clinton |
Elizabethtown * |
G-1 5 |
583 |
Hardin |
|||
|
Warren |
D-1 |
1,378 |
Jo Daviess |
Hardin* |
C-10 |
928 |
Calhoun |
|
Warsaw |
A-7 |
2,002 |
Hancock |
Hennepin* |
E-4 |
312 |
Putnam |
|
Washington |
E-6 |
4,285 |
Tazewell |
Louisville* |
G-U |
970 |
Clay |
|
Washington Park |
D-12 |
5,840 |
St. Clair |
Oquawka* |
B-5 |
929 |
Henderson |
|
Waterloo* |
C-13 |
2,821 |
Monroe |
Toledo* |
H-10 |
905 |
Cumberland |
|
Watseka* |
J-5. |
4,235 |
Iroquois |
Yorkville * |
G-3 |
632 |
Kendall |
' County Seat
50
LAKE, COOK, AND DU PAGE COUNTIES
I o k'F'T^r"^^af^'e7®''^^''«=i''^ ©Calumet City
r""
MADISON AND SAINT CLAIR COUNTIES
Illinois tl ""°' siojuo. >'c»'^.' |^-^
IB-*;"" I I FrceportI Rc
URBAN POPULATION "^ AND LOCATION
Incorporated Cities and Towns with Populations of 1,000 or More
U. S. Censu!, 1950
ROCKJ
|p^,„. 1 " Alljonqui.. '■fSyil
.Pon'tynia ProphTOiowJ j-
•J»^
^fc —
^'"-•'aurora®! ■> M.riii
! 'Met® I . ] .^^.
;;■' . J " W.^ p nwiS; KANKAKEE
»^jr— ] ! ^'°." ■ "'"" W.^ p nwiS; KANKAKEE
"°"ff '-GALESBURGt:zr^^=3^'^'°"2*M«-TJllJ U=, ^
.==^ia]rJ 1 L ^ar^^rt ^ ^™„o^^-^ 1 r„-d
I "-to,,,..., Cub. 1 K Timont t '^"*' '■■
™„.„ C.rt,J'^'=l'°'" T ^^y 1 ''■•■"•" I BLOOMINGTON | Oteo. _pg^ I Hoop. j J '"""""/gttinu,. ' •P'J'j:a_| H.,.(,lh -uRo, >S?«»"1 I »■>"«
"" I "°"?if 1 I n' "" / i ■'*'''°'"" I DANVIIXE
"^ ^ Ctown f CHAMPAIGN aSUrbina I _,. P
="'""< >., ■..;,■■,.,■ — M"™ — — K7, — I-
"o^^w^'^'-r-^isPRiNGPrnLD 1^-^ rr'"p^,-.q..„»-
^^
^
"Ij
JHHJS" Over 3,000,000 9 25,000-150,000
» 10,000-25,000
^
r:
Centralia I
I r'e'
Falrfeld Albloi
ITZry-
t;
Harksbui,
52
/fs)